I have an appointment with Jake next Saturday(5/18) to get them dyno tuned. I've been playing around with them some more in ATR and I've felt a definite bump in power going from 15psi to 17psi but I'm just going to wait for Jake to dyno tune it before getting any more numbers.

Thanks for your numbers and efforts rader! I can't wait to see what PTF gets out of the turbos.

Are there any other dynos/numbers out there for different setups?
- Pump
- Pump + Meth
- Pump + E85
- Pump + Meth + E85

I don't like referencing my dyno numbers because they would have been higher if the AWD didn't freak out on the dyno. But in an unfinished conservative state I made ~450awhp on 93+meth. That was before adding cobb for fueling. On the street, virtual dyno says ~480awhp (obviously with no AWD issues).

ill be running straight E85 as well after my initial tuning. talked to Tony on Mon. and my turbos will be sent by mon. at the latest. Cant wait. talking to some other people they think there will be no added benifit at stage 2 power levels of going over 60% e85 but we will see about that.

ill be running straight E85 as well after my initial tuning. talked to Tony on Mon. and my turbos will be sent by mon. at the latest. Cant wait. talking to some other people they think there will be no added benifit at stage 2 power levels of going over 60% e85 but we will see about that.

Isn't that because the stock LPFP/HPFP can't supply enough volume to maintain the power at higher boost levels when running e85?

You Can only Run x amount of boost so imo I'd run 15% stronger mix than when my timing is happy.

lA stronger mix or 100 percent 8e5 won't help if your dme is happy, not pulling timing,etc Than you are good and that's all you "need" the extra e85 from.e70 to 100 is prob doing nothing at all. I plan on running e60 and meth. Save proven and nothing will be overworked.

With that said mixing fuels is super annoying and don't blame anyone going 100% for that reason alone.

I agree. Cant stand trying to keep up with what blend is in the tank.Good thing with JB4 its not as critical as with other tunes that are tuned for a set blend. With upgraded lpfp, hpfp and fuel rail I don't see 100% being a issue but at stage 2 or RB power levels I don't see a need if timing is not being pulled due to inadequate octane level. Stage 3 power levels may need it but who knows until the kits get out in other tuners hands

Yeah, Jake@PTF tuned the car a couple weeks ago and it put down 472rwhp/498rwtq @19psi peak tapering to 15psi. 93 octane + 100% meth. I'll be getting it retuned for an ethanol blend and see what it picks up running higher boost and more timing...

Yeah, Jake@PTF tuned the car a couple weeks ago and it put down 472rwhp/498rwtq @19psi peak tapering to 15psi. 93 octane + 100% meth. I'll be getting it retuned for an ethanol blend and see what it picks up running higher boost and more timing..

Uh oh.. Once you go ethanol it's hard to go back.. Any plans on buying and storing ethanol?

It is hard to go back. E85 is everywhere down here in texas so I bought a 55gal. drum and everytime I go to work locally I fill up 2 5gal. gas cans and keep my stock full. Bought a little pump from northern tool to pump from the drum to my car because pouring those 5gal. Gas cans in is a pain in the ass. Very nice results. I'm still waiting on my turbos to get here but hoping for similar results. Any issues at all with your setup @rader1? Thanks for update.

Uh oh.. Once you go ethanol it's hard to go back.. Any plans on buying and storing ethanol?

Since the ethanol map is going to only be used for "kill mode" I plan on picking up a 15 gallon drum and just making the 1 1/2 hour round trip to the nearest e85 station. If I mix in 2.5 gallons to a little less than 1/2 a tank that would make those 15 gallons last at least a couple months.

Originally Posted by jzeee037

It is hard to go back. E85 is everywhere down here in texas so I bought a 55gal. drum and everytime I go to work locally I fill up 2 5gal. gas cans and keep my stock full. Bought a little pump from northern tool to pump from the drum to my car because pouring those 5gal. Gas cans in is a pain in the ass. Very nice results. I'm still waiting on my turbos to get here but hoping for similar results. Any issues at all with your setup @rader1 ? Thanks for update.

You should have no issues repeating my results. The tune from Jake that my car is running is on the conservative side and that's how it needs to be, IMHO, if you want to daily drive it and the turbos to last.

NO issues at all, seriously. I've been driving the car with the turbos installed for a couple months now and it's exactly the same driving experience as the car on stock turbos... except now when I hammer on it it pulls like a freaking beast.

Keep in mind the rest of your setup needs to able to handle the power/boost.

Yeah I only weekend drive and not every weekend. Well see if supporting parts will do it. I've spared no expense. My main goal is to see if this level 10 will hold up to my abuse. Hasnt even gave me any negative signs and I've beat on it as hard as possible with stock turbos. After my cable gets here and I do trans flash it should be pretty strong. I just want to have my G5 with the cobb. I've got the backend flash with it now and car is pretty strong. Turbos are starting to give up though. I'm still on original rattling turbos and 75, 000 miles. I am shocked they have lived this long. Cant wait for turbos toget here.

Will do I am very happy. Been rolling around a couple of months with it and after it adapted its been nice. Got a computer setup with all the coding software on it from a forum member but my cable isn't compatible. So I've ordered the cable suggested in the alpina flash thread. It should be here this week. Tony said turbos should be sent shortly so ill be ready to push it. I mean push it as hard as possible. I bought a 135 last week and if I get everything nailed down I will build it the same but with stage 3 vargas turbos. I'm just not dumping the same kind of money in the 135 if the trans. won't hold. After I get everything installed and tuning done I plan on a complete review of my journey with the 335. I've just had one of those cars that other than the turbos every issue that these cars have, I've had it.

Your trans will not hold. 450+tq will burn your gears due to slip. As long as we do not have control of the tcu, AT upgrades will not work as we hope they do. We need upped pressure, adjusted software etc etc, all to optimize the box for our power levels. Just modifying internal mechanics will maybe extend the life, maybe not, it depends on the internal balance of the box parts. Main thing to do is to add cooling, as much as possible to the AT box. When the ATF goes above 100 degrees celcius you will have to replace it immediately as the viscosity took a big dump after the oil has been above that temp. (operational temps can be read out of the AT by ZF diagnostics, lifetime stored in memory)

Also be conservative with changing oil. It is not that the oil is magic or anything but, the ATF will generate a thin film around all your internals, when you put new ATF in the box, this new oil will mix less well with the old "film" residue which will be there, maybe not after significant cleaning but by normal procedures some will be still left behind. This could lead to faster wear.
I have done a crazy lot of research on this for my former 335 with FBO/RB's. When we openend my AT, gears 1-5 where gone, first two completely, it was absurd that the car still drove at all.

The biggest hurdle is the encryption of the TCU which is extremely hard to break. The thing we need is that somebody takes the time to decrypt the software, from there on it will be very doable to increase the box power ability by adjusting soft en hardware.

I do now what is required to set up such a project, I actually already searched on LinkedIn for automotive software specialists in India and found them. But we need a spare TCU, some diagnostics hardware and a budget. As I do not own an AT anymore Im not planning to invest.

The adjustment in the software that I would take is: Hack TCU bootloader, remove firmware validation check (hash) and encryption within the boot sequence / loader , start modifying decrypted firmware. This requires somebody with the TCU platform knowledge and a creative software engineer. The TCU is based on a standard (German) automotive OS, so this knowledge is available. There is quite some information on the internet about the implemented standard.

Let me know if anyone needs more info, no problem to share, I'm on the outlook for a "real" dct upgrade as my new 335 has a DCT.

I agree with tcu upgrade needed and yeah if its not done it will probably break. I have asked about this multiple times but there is no one doing anything with it that I'm aware of. The guys at level 10 said to get with Rob Irish but I haven't got around to it yet. This is a very busy time in refrig. and hvac and I can barely keep up with that right now. Having to pay people to do things rather than do it myself sucks. But this is out of my area of expertise.

Your trans will not hold. 450+tq will burn your gears due to slip. As long as we do not have control of the tcu, AT upgrades will not work as we hope they do. We need upped pressure, adjusted software etc etc, all to optimize the box for our power levels. Just modifying internal mechanics will maybe extend the life, maybe not, it depends on the internal balance of the box parts. Main thing to do is to add cooling, as much as possible to the AT box. When the ATF goes above 100 degrees celcius you will have to replace it immediately as the viscosity took a big dump after the oil has been above that temp. (operational temps can be read out of the AT by ZF diagnostics, lifetime stored in memory)

Also be conservative with changing oil. It is not that the oil is magic or anything but, the ATF will generate a thin film around all your internals, when you put new ATF in the box, this new oil will mix less well with the old "film" residue which will be there, maybe not after significant cleaning but by normal procedures some will be still left behind. This could lead to faster wear.
I have done a crazy lot of research on this for my former 335 with FBO/RB's. When we openend my AT, gears 1-5 where gone, first two completely, it was absurd that the car still drove at all.

The biggest hurdle is the encryption of the TCU which is extremely hard to break. The thing we need is that somebody takes the time to decrypt the software, from there on it will be very doable to increase the box power ability by adjusting soft en hardware.

I do now what is required to set up such a project, I actually already searched on LinkedIn for automotive software specialists in India and found them. But we need a spare TCU, some diagnostics hardware and a budget. As I do not own an AT anymore Im not planning to invest.

The adjustment in the software that I would take is: Hack TCU bootloader, remove firmware validation check (hash) and encryption within the boot sequence / loader , start modifying decrypted firmware. This requires somebody with the TCU platform knowledge and a creative software engineer. The TCU is based on a standard (German) automotive OS, so this knowledge is available. There is quite some information on the internet about the implemented standard.

Let me know if anyone needs more info, no problem to share, I'm on the outlook for a "real" dct upgrade as my new 335 has a DCT.

Wow, nice work! I've researched this myself as well but haven't taken it this far. Agreed on all points if you could dig up any of your links or info that would be great.

The platform is the so called asam platform (www.asam.net) http://www.asam.net/fileadmin/Logos_...guide_2013.pdf
The security check regarding the encrypted firmware is located in the boatloader.
You need to find somebody with asam and gearbox / control unit knowledge. The workfield is quite broad. Also somebody with decryption skills would be required to work on the firmware.
A good (IT) tech would maybe also work, knowledge of electronics and interfaces would be very useful.

Your trans will not hold. 450+tq will burn your gears due to slip. As long as we do not have control of the tcu, AT upgrades will not work as we hope they do. We need upped pressure, adjusted software etc etc, all to optimize the box for our power levels. Just modifying internal mechanics will maybe extend the life, maybe not, it depends on the internal balance of the box parts. Main thing to do is to add cooling, as much as possible to the AT box. When the ATF goes above 100 degrees celcius you will have to replace it immediately as the viscosity took a big dump after the oil has been above that temp. (operational temps can be read out of the AT by ZF diagnostics, lifetime stored in memory)

Also be conservative with changing oil. It is not that the oil is magic or anything but, the ATF will generate a thin film around all your internals, when you put new ATF in the box, this new oil will mix less well with the old "film" residue which will be there, maybe not after significant cleaning but by normal procedures some will be still left behind. This could lead to faster wear.
I have done a crazy lot of research on this for my former 335 with FBO/RB's. When we openend my AT, gears 1-5 where gone, first two completely, it was absurd that the car still drove at all.

The biggest hurdle is the encryption of the TCU which is extremely hard to break. The thing we need is that somebody takes the time to decrypt the software, from there on it will be very doable to increase the box power ability by adjusting soft en hardware.

I do now what is required to set up such a project, I actually already searched on LinkedIn for automotive software specialists in India and found them. But we need a spare TCU, some diagnostics hardware and a budget. As I do not own an AT anymore Im not planning to invest.

The adjustment in the software that I would take is: Hack TCU bootloader, remove firmware validation check (hash) and encryption within the boot sequence / loader , start modifying decrypted firmware. This requires somebody with the TCU platform knowledge and a creative software engineer. The TCU is based on a standard (German) automotive OS, so this knowledge is available. There is quite some information on the internet about the implemented standard.

Let me know if anyone needs more info, no problem to share, I'm on the outlook for a "real" dct upgrade as my new 335 has a DCT.

Doesn't the Alpina TCU (software) solve the torque problem? There are rumors that Alpina has slitly modified hardware in their ZF AT.